KR20060113760A - Method and arrangement for measuring devices in wheeled vehicles - Google Patents

Abstract

The invention relates to the monitoring of a measuring device 1 arranged in a wheeled vehicle. The measuring device 1 comprises not only three linear accelerations (unit 3) and three rotational speeds (unit 4) of the wheel vehicle perpendicular to each other, but also the components of each rotational movement or rotational movement around the axis of the wheeled vehicle, respectively. It is made to measure three axes perpendicular to. At least components of the bearing of the wheeled vehicle in the vehicle-external coordinate system are determined from three rotational speeds (unit 7), and at least one of the measured linear accelerations is monitored using the comparison variable (unit 8) and at least the components of the bearing. (Unit 9).

Description

METHOD AND ARRANGEMENT FOR MONITORING A MEASURING DEVICE LOCATED IN A WHEELED VEHICLE}

The present invention relates to an arrangement and a method for monitoring a measuring device located in a wheeled vehicle.

For example, measurement devices that cooperate with acceleration sensors, turnover sensors, provide input parameters for the electrical systems of modern wheeled vehicles (road motor vehicles, off-road wheeled vehicles, and other non-guided wheeled vehicles). Such electrical systems include anti-lock braking systems (ABS), electronic stability programs (ESP), navigation systems, adaptive cruise control (ACC), roll-over protection ( roll-over protection, systems to stabilize the rolling motion of vehicles, and in commercial vehicles airbag control systems, hill-holder systems, vehicle suspension and / or damping control systems, engine control systems, fuel and other Detect a certain inclination angle of the fluid level indication and indication system, vehicle loading and / or tire pressure detection system, door locking system, anti-theft system, vehicle hydrodynamic feature control system, accident data storage system and off-road vehicle and / or Or a warning system. The present invention relates to the combination of one or more measuring devices of such a system or any combined measuring device of such a system.

In particular, the acceleration sensor provides the basic information of the system described above. In many cases, current (real) longitudinal and / or lateral order acceleration is needed. The acceleration sensor, on the other hand, measures the measured variable changed by gravity as a function of the vehicle's orientation.

DE 196 03 430 A1 describes a circuit arrangement for determining an axial load for a command using data provided by a sensor and includes a processing circuit for processing the sensor data. In one embodiment of the circuit arrangement, the acceleration signal is corrected by the gravity component using gravity measured by the gravity sensor as part of a program executed within the control computer.

DE 198 44 913 A1 describes a device for sensing a vehicle-mounted lateral acceleration sensor, whereby a first lateral acceleration parameter is obtained. The second lateral acceleration parameter is directly determined for the determining means as the wheel speed variable obtained using the corresponding detection means. To monitor the lateral acceleration sensor, the filtered lateral acceleration variable is compared with the second lateral acceleration variable with the monitoring means.

In this description, the acceleration variable modified by gravity can terminate the efficient acceleration variable. When the vehicle is stationary, the acceleration sensor only measures the effect of gravity. The actual acceleration does not exist in the measured variable. However, when driving inclined surfaces (longitudinal and / or transverse), the actual acceleration obtained is not directly measured. The available parameters measured at the output of the acceleration sensor are in error. This is more undesirable on surfaces where particularly tilted critical driving can be achieved where the system applied to the actual acceleration must be reliable. Similarly erroneous measured variables located within the vehicle body that are inclined relative to the chassis during driving, for example during the acceleration phase of the vehicle (lateral rolling and / or longitudinal pitching movement of the vehicle), are applied to the acceleration sensor. Provided by Roll angles as low as 5 cause an error of nearly 1 m / s ² in the lateral acceleration of the vehicle.

It is an object of the present invention to specify a method and arrangement of the type described above in which reliable measurements of vehicle movement can be provided.

The following is proposed: In an arrangement for monitoring a measuring device arranged in a wheeled vehicle, the arrangement comprises:

Measuring device, wherein the measuring device is designed to measure three linear accelerations in the vertical orientation of the wheeled vehicle relative to each other and three rotation rates of the components of the rotational movement around the axis of the wheeled vehicle, the three axes perpendicular to each other Phosphorus, measuring device,

An orientation determination device designed to determine the orientation of the wheeled vehicle from three turn rates in a coordinate system outside the vehicle, and

A monitoring device designed to monitor one or more of the linear accelerations measured using the output variable of the orientation determination device and using the comparison variable.

In addition, the following method is provided, the method comprising: a method for monitoring a measuring device disposed in a wheeled vehicle, wherein the measuring device comprises three linear accelerations and wheels in which the measuring device is perpendicular to each other of the wheeled vehicle; Designed to measure three turnovers of the components of the rotational motion around the axis of the vehicle, the three axes being perpendicular to each other,

At least components of the bearing of the wheeled vehicle are determined from the three rotation rates in a coordinate system outside the vehicle,

At least one monitoring of the measured linear acceleration is made using at least components of said orientation and using a comparison variable.

According to the invention, a measuring device for monitoring three non-redundant rotation rates and three non-redundant linear accelerations is monitored. The measuring device may for example have a separate sensor for each measured parameter. At the same time, however, a sensor that measures two of the aforementioned variables is possible. In each case, the measuring device provides the measured parameters needed to provide a reliable measurement. By determining the vehicle orientation, this is performed from the rotation rate by the orientation determination, and the efficient acceleration value is converted into the actual acceleration value.

In addition, monitoring of one or more measured linear accelerations is accomplished using an orientation determination device and using comparison variables. In other words, at least one related orientation component determined from the rotation rate is used in conjunction with the reference variable to monitor the at least one linear acceleration. If monitoring, for example by sensor damage, indicates that linear acceleration is unreliable, appropriate measures can be taken. For example, it can be determined whether the measured linear acceleration still advances the system described above and can determine whether a comparison variable can be used. In particular, systems that require linear acceleration as an input variable may recognize that linear acceleration is likely to be error-prone, or the system may stop working at least momentarily.

In particular progressive combinations allow the longitudinal direction of the vehicle and the transverse tilt of the vehicle to be determined and the information obtained therefrom to monitor and / or determine the actual linear acceleration.

In particular, the moving speed of the wheeled vehicle is determined and the comparison variable calculates the moving speed. Particularly suitable for this purpose is information about the rotational speed of at least one wheel of the wheeled vehicle, in particular the rotational speed of the non-driven wheel of the vehicle. Information based on rotational speed allows to determine a reliable travel speed even on very sloped roads or surfaces. However, the movement speed may alternatively or additionally be determined in other ways.

For each sensor for determining at least one rotation rate of linear acceleration, the measuring device may be provided with a controller (eg within an ASIC), in particular for controlling the output of the measuring signal in analog and / or digital form. In addition, the controller may perform an initial inspection of the sensor signal by sending a test signal to the sensor to simulate the generation of the sensor signal and inspect the sensor signal by such analysis.

In particular, a computing device is also proposed which shares a common structural unit with the measuring device. The computing device is subject to the signal of the measuring device sensor and allows for plausibility checks of the signals. For review, the measured variables are differentiated over time, for example. The measured variable and / or its derivative can be compared with a limit value, which in particular depends on the driving conditions of the vehicle. The controller described above may further monitor the computing device or vice versa. In addition, the monitoring of the measuring device described above will be described in detail later, but in particular by using a signal from a device in which the computing device is not part of the measuring device. In particular, the comparison values for all rotational rates and linear accelerations measured by the measuring device can be determined in this way and used to monitor the measured values. This will be described later in detail. Preferably, the measured values are used as input variables for other calculation variables, such as transport height or variables such as spring movement of the vehicle wheels relative to the vehicle body, axial rods and / or wheel rods. In this case the computing device has an interface through which the calculated values of the other variables are passed to the other device and / or the system.

In addition, at least one rotation rate measured by the measuring device can alternatively or additionally be monitored to detect at least one linear acceleration. Appropriate reference or comparison values can be determined, for example, from acceleration values measured by the measuring device and at least one additional variable, which additional variables are not determined from the measured values of the measuring device.

E.g:

A reference value for the yaw rate measured by the measuring device can be determined from the lateral acceleration measured by the measuring device and vice versa, for which at least a steering wheel angle or a steering angle of at least one steerable wheel is used. do.

A reference value for the yaw rate measured by the measuring device can be determined from the lateral acceleration measured by the measuring device and vice versa, for which the vehicle uses at least the speed of travel in the longitudinal direction.

A reference value for the yaw rate measured by the measuring device can be determined from the lateral acceleration measured by the measuring device and vice versa, for which the steering angle or steering wheel angle of at least one steerable wheel is used Use the vehicle's longitudinal movement speed.

A reference value for longitudinal acceleration can be determined from the degree of dependence (acceleration in the longitudinal direction of the vehicle), for which a correction term calculated using the yaw rate is used.

The reference value by the yaw rate is determined from one or more rotational speeds of the wheels of the at least one vehicle of the wheels of the vehicle, for which the steering angle of the at least one steerable wheel and the steering wheel angle are used.

A reference value for the roll rate is further determined from longitudinal acceleration, for which the vehicle dependence and yaw rate are used.

The reference value for the pitch rate is further determined from the longitudinal acceleration, for which the vehicle dependence and roll rate are used.

A reference value for roll rate is determined from lateral acceleration, for which a vehicle model describing the relative movement of the vehicle body and the undercarriage is used.

A reference value for the pitch rate is determined from longitudinal acceleration, for which a vehicle model describing the relative movement of the vehicle body and the undercarriage is used. And / or

Reference values for longitudinal acceleration, roll rate and pitch rate are determined using signals from the transport height sensor on the wheel of the vehicle.

As a preferred form of the proposed arrangement, the arrangement comprises a movement speed determining device for determining the movement speed of the wheel vehicle, which is connected to the monitoring device, the monitoring device using the movement speed to determine the comparison variable. It is designed to. In particular, the movement speed determining device is designed to determine the movement speed using a variable measured by the rotational speed of the wheel of the wheel vehicle. The moving speed determining device may be connected to a steering angle determining device to determine a steering angle of one or more steerable wheels of a wheeled vehicle, wherein the moving speed determining device is designed to determine the moving speed using the steering angle. In addition, the moving speed determining device may be connected to the measuring device and to a measuring device designed to determine the moving speed using one or more of the three rotation rates.

The measuring device has acceleration sensors 31, 32, 33 for measuring the three linear accelerations, and has a rotation rate sensor for measuring the three rotation rates, wherein the acceleration sensor and the rotation rate sensor are mounted in a wheeled vehicle. It is preferably part of a pre-assembled structural unit designed to be. The unit is a specific embodiment of an Inertial Measurement Unit (IMU).

In addition, three linear accelerations can be measured by the measuring device as mutually independent measured variables. The direction of the acceleration or acceleration component detected by the acceleration sensor preferably constitutes an axis of the three-dimensional rectangular coordinate system. In particular, the measuring device may be designed such that the three linear accelerations are measured as measured three variables that are independent of each other linearly.

The same preferred embodiment applies to the orientation of the three axes in which the rotary motion is carried out, and the rotation rate is measured by the measuring device. In other words, the measuring device is designed such that the three axes act in pairs perpendicular to each other.

In particular, the monitoring of at least one measured linear acceleration is designed to perform using azimuth and using comparative acceleration, and to determine the comparative acceleration without using the linear acceleration to be measured measured by the measuring device. However, it is also possible for the linear acceleration to be monitored so that it is monitored by another variable and compared to the appropriate comparison variable.

In particular, the comparison variable can be determined relative to the undercarriage using the position of the vehicle body on which the measuring device is or will be mounted. The relative position of the vehicle body and the undercarriage is measured, for example, by a so-called transport-height sensor which measures the height of the vehicle body immediately relative to the wheel from a fixed reference point. Transport heights correspond to immediate spring transport and spring-suspended vehicle bodies.

The fart determination device calculates the bearing of the vehicle as an integral of the system of three equations. This is described in detail below. The orientation may also be determined by quaternion (see WO 01/57474 A1). Only the change in position compared to the reference position is determined for integration. Thus, the orientation determination device detects a stationary state of the wheeled vehicle, determines a value for determining the orientation in particular in the future using one or more of the linear accelerations measured by the measurement device in the stationary state, and an absolute term It is possible to use measured efficient acceleration in the longitudinal and transverse directions of the vehicle to determine the roll angle and the pitch angle at, thus fixing the position relative to the earth coordinate system. The yaw angle (which is the angle to the vertical) is set to zero while the vehicle is stopped, for example.

As an alternative or additional possibility, the straight movement of the wheeled vehicle on the horizontal plane is detected, and in such a moving condition, one or more of the linear accelerations measured by the measuring device are used to determine the value, in particular for determining the bearing in the future. Is proposed. In other words, control of the roll angle and pitch angle is possible even during straight movement on the horizontal plane.

As a further possibility, values are determined from at least one or more of the measured acceleration components, in particular while the vehicle is in static motion (ie free from rolling and / or pitching movements), and for a short time this results in a roll angle or pitch from the turnover signal. Each signal is controlled. This possibility can be used especially when the vehicle is not static for a long time or is not a straight movement on the horizontal plane.

The invention is described in detail below using examples. Reference numerals are set forth in the accompanying brief drawings and the preferred embodiments. In the drawings, like reference numerals designate like parts, functionally identical parts, or equivalent units or devices. Each drawing is as follows.

1 shows an arrangement for monitoring a measuring device located in a wheeled vehicle,

2 is an embodiment of a variable comparison device that is part of the arrangement shown in FIG. 1, in accordance with a preferred embodiment of the present invention,

3 is an embodiment of a combination of a variable comparison device shown in FIG. 2 and a device and a sensor for supplying information to the variable comparison device, according to a preferred embodiment of the present invention;

FIG. 4 is an embodiment of the combination of the orientation determination apparatus shown in FIG. 1 with another apparatus for determining an output value for the orientation of the vehicle in a particular driving situation, according to a preferred embodiment of the present invention.

5 is an embodiment of the configuration of the monitoring device shown in Figure 1 and other devices connected thereto according to a preferred embodiment of the present invention,

6 shows a road motor vehicle for explaining a direction and an angle, and

FIG. 7 is an embodiment of a configuration of the monitoring apparatus shown in FIG. 1.

The arrangement shown in FIG. 1 includes a measuring device 1, a filter device 5, an orientation determination device 7, a variable comparison device 8, and a monitoring device 9. The measuring device 1 has an acceleration measuring device 3 and a rotation rate measuring device 4. The measuring device 1 is in particular a structural unit in which the relevant sensors for measuring the rate of rotation and acceleration are arranged in fixed positions relative to one another in the unit. Unlike shown in FIG. 1, the structural unit may have other devices and units than those mentioned in the above description. The structural unit is preferably designed to be mounted on or near the center of gravity of the vehicle and in particular should be directed to the particular orientation of the vehicle.

In particular, the acceleration measuring device 3 is provided with three linear acceleration sensors 31, 32, 33 (FIG. 7), in which one of the acceleration sensors carries the acceleration component of the vehicle in the axial direction of the acceleration and Cartesian coordinate system. Arranged in a measuring manner, the x-axis points to the longitudinal front of the vehicle, the y-axis points to the right angle of the longitudinal axis, and the z-axis points upwards vertical (in the horizontal vehicle). This coordinate system is shown roughly in FIG. 6. The figure shows a vehicle 20 with two steerable front wheels 21, 22 and two non-steerable rear wheels 23, 24. In the state shown, the front wheel rotates to the left and has a steering angle δ _L (left wheel 21) and δ _R (right wheel 22) with respect to the x-axis. The space between the front wheels 21 and 22 is S _F, and the space between the rear wheels 23 and 24 is S _R. r _R means the radius of the rear wheels (23, 24). The measuring device 1 is arranged almost in the center of the vehicle 25 in the axial direction. It has a space I _F in the longitudinal direction from the axes of the front wheels 21, 22 and a space I _R in the longitudinal direction from the axes of the rear wheels 23, 24.

The present invention is not limited to the front wheel steering wheel vehicle. Indeed, for example, it may further be a steerable rear wheel.

Referring again to FIG. 1, the acceleration measuring device 3 is connected to the monitoring device 9 via a filter device 5. The rotation rate measuring device 4 is connected to the orientation determination device 7 via a filter device 5, which in turn is connected to the monitoring device 9. The variable comparison device 8 is also connected to the monitoring device 9.

The filter device 5 shown in FIG. 1 represents other filter devices or variants thereof that may be further provided in the arrangements shown in FIGS. 1 to 5. The filtering of the decision signal and / or the signals transmitted therefrom is carried out by the filtering device, in particular to remove the high frequency waves of the noise and the decision signal caused by the vibration of the vehicle, for example. The filter arrangement may in particular have at least one low pass filter and / or at least one band pass filter.

In the filter device 5 shown in FIG. 1, the acceleration signal measured by the acceleration measurement sensor of the acceleration measurement device 3 and the rotation rate signal measured by the rotation rate measurement sensor of the rotation rate measurement device 4 are monitored. Or the signals are filtered before being passed to the orientation determination device 7. Using the variable comparison received via the output 6 of the variable comparing device 8, the monitoring device 9 monitors at least one of the three variable accelerations measured from the acceleration measuring device 3. For this purpose, the monitoring device 9, which will be described in more detail below with reference to the embodiment, uses at least two angles, which is a measure of the orientation of the vehicle in the earth-fixed coordinate system.

As shown in FIG. 2, the variable comparison device 8 connected to the information device 15 and the monitoring device 9 may comprise a movement speed determination device 11. From the information device 15, the movement speed monitoring device 11 receives information such as at least one steering angle and wheel rotational speed of the steerable wheels, in particular the non-driven wheels of the vehicle. From this, it calculates the instantaneous movement speed and transmits the appropriate signal to the monitoring device 9 via the output 6. However, the information transmitted from the information device 15 to the movement speed determining device 11 may be of another kind, and may include information about the movement speed of the vehicle, for example, determined by other means instead of the wheel rotation speed. Fine corrections can be performed if information regarding the drive torque and / or the braking torque (and / or the corresponding variable, for example the braking force) is available in addition to the wheel rotation speed and the steering angle. The movement speed determined on the basis of the wheel rotation speed can also be used in this case when slippage occurs between the wheel and the surface under the vehicle.

FIG. 3 shows the arrangement according to FIG. 2, wherein the steering angle of the at least one steerable wheel is determined by the rotation speed determining device 17 so as to determine the rotation speed of the at least one wheel of the vehicle in the arrangement. The information device 15 is operated by the steering angle determination device 18 so as to operate. In addition, the moving speed determining device 11 is connected to the rotation rate measuring device via a filter device 5, from which information about at least three rotation rates (especially yaw rate) is received to obtain at least one rotation rate. To calculate the speed of movement.

The arrangement according to FIG. 4 is used to determine the initial value of the orientation determination device 7 to determine the vehicle orientation. The acceleration measuring device 3 and the rotation rate measuring device 4 are connected to the orientation determination device 7 via a filter device 5. In addition, the orientation determination device 7 is connected to the movement speed determination device 11 and the information device 15.

If the orientation measuring device 7 proves that the travel speed is zero, as will be described in more detail below, the orientation of the vehicle is determined and from this an initial value for calculating the future orientation while the vehicle is moving is determined. Alternatively or additionally, the arrangement of FIG. 4 can be used to determine the initial value during the movement going straight straight at a constant movement speed on the horizontal plane.

A possible setting of the monitoring device 9 is shown in FIG. 5, whereby the monitoring device 9 is compared to the acceleration determination device 13, the orientation correction device 14 connected thereto and the orientation correction device 14. Apparatus 12 is provided. The acceleration determining device 13 is connected to the moving speed determining device 11. The orientation correction device 14 is connected to the orientation determination device 7. The comparison device 12 is connected to the acceleration determination device 3 via a filter device 5.

In particular in the embodiment shown in FIG. 5, the acceleration determination device 13 is connected to the rotation rate determination device 4 via a filter device 5, the measured yaw rate being used to calculate longitudinal and transverse vehicle acceleration. Can be. However, it is possible to use it to determine the yaw rate and calculate the acceleration by other means. For example, the yaw rate can be determined from the longitudinal vehicle speed and the steering angle. As an alternative to the setup shown in FIG. 5, for example, the comparison device 12 and the orientation correction device 14 may be interchanged.

When the monitoring device 9 is operated, it receives a moving speed value from the moving speed determination device 11, from which the acceleration determination device 13 receives from the acceleration measuring device 3 or (with possible exception of the yaw rate). The acceleration value is calculated without using the information from the turnover monitoring device 4, and the determined actual acceleration value of the vehicle is determined by using the at least the components of the vehicle bearing determined by the direction determination device 7 to determine the efficient acceleration. It transfers to the orientation correction apparatus 14 which turns into a value. Next, the reference value determined for efficient acceleration in the correction device 12 is compared with the value measured by the acceleration measurement device 3.

In particular, if the vehicle is stationary for a long time or does not move straight on the horizontal plane during this time, for example, the vehicle orientation determination for a short time of 1 to 3 seconds (i.e. in the case of good static friction of the wheels) to monitor a stable movement. Is controlled in the following manner: The acceleration value determined by the acceleration determination device 13 is subtracted from the measured value of the acceleration measurement device 3 filtered by the filter device 5. To control the vehicle orientation, this difference is treated in the same way as in the measurement of the acceleration measuring device 3 filtered by the filter device 5 in the case of a stationary vehicle.

Specific embodiments of monitoring are described in detail below.

To determine the vehicle orientation, the immediate vehicle orientation is determined by the turnover measuring device, i.e. roll angle (rotational angle around the x-axis), pitch angle (rotational movement around the y-axis), And the filtered turn rate measured by the yaw angle (angle of rotational motion around the z-axis). Roll angle, pitch angle and yaw angle are in particular determined according to the German Industrial Standard (DIN) 70000.

The angle is especially determined by the formula below.

= ω _x + (ω _y sinφ + ω _z cosφ)tanθ

= ω _x + (ω _y sin φ + ω _z cos φ) tan θ

= ω _y cosφ - ω _z sinφ

= ω _y cos φ-ω _z sin φ

= (ω _y cosφ + ω _z cosφ)/cosθ

= (ω _y cos φ + ω _z cos φ) / cos θ

Where φ is a roll angle, θ is a pitch angle, ψ is a yaw angle, and ω is a rotation rate measured along the coordinate axis of the vehicle coordinate system specified in the symbols of the relevant variables.

Alternatively, the angle is determined from the three or more differential equations according to the aforementioned number of employees.

To control the angular values, an optional consistency test is first performed to test whether the sum of the squares of the three measured linear accelerations is in a defined range around the square of the gravitational constant g caused by the earth's attraction. . The actual objective is that the limit jaws for the maximum deviation meet g = 9.81 m / s ² . The threshold jaw value is in particular dependent on the quality of the signal of the acceleration sensor, so that in particular the re-filtered acceleration signal can be used after it has been filtered by the filter device 5. If the standardization test does not pass, errors may be involved in the measurement of the acceleration value and appropriate measures (eg, suppression of the system using at least one measured acceleration value as the measurement variable) may be taken. However, the error is initially only noticed and the standardization test can be repeated.

If the standardization test is successful or not performed, the roll angle and pitch angle are calculated according to the relationship below.

θ = arcsin (<α _x > / g)

φ = arctan (<α _y / α _z >)

<...> is the time average over time during the vehicle stop and α _x, α _y, α _z are measured by the measuring device in the direction of the x-axis, y-axis, or z-axis of the vehicle coordinate system. It is an efficient acceleration value. The yaw angle is set to zero by, for example, ignition of the vehicle after brake between actuations. This remains unchanged while the vehicle is stationary.

The vehicle stop state may be established by one of the following criteria or by a combination of two or more criteria.

All measured rotational speeds of the vehicle wheels are zero.

The vehicle speed determined by any method other than calculating the vehicle rotation speed is zero.

In addition, the following criteria can be determined.

-The running torque at all drive wheels is zero.

-The vehicle brake which stops the movement of the vehicle is activated.

Preferably all these criteria are used simultaneously to determine the stationary state of the vehicle.

In addition, a check is made as to whether the vehicle is moving directly on the horizontal plane while the vehicle is moving. This driving situation is detected by checking the following parameters.

The steering angle of all steerable wheels of the vehicle is zero. Alternatively, one can check, for example, to determine whether the steering wheel angle is zero.

All rotation rates measured by the rotation rate measuring device are zero.

The value of the lateral acceleration (y-direction) measured by the acceleration measuring device does not change.

If these criteria are met, the roll angle and pitch angle are recalculated according to the above relationship.

The roll angle and pitch angle values determined while the vehicle is stationary and / or moving straight through the horizontal plane are used as initial values for the integration of the system of the three equations described above. As a result, it is possible to specify the roll angle and the pitch angle in the global coordinate system. This allows the measured efficient acceleration value to be converted into a corresponding conversion which is performed to monitor the actual acceleration value and / or the measured value, which will be described in detail below.

Hereafter, how reference values for measured lateral acceleration and measured longitudinal acceleration (in the longitudinal and longitudinal right angles, i.e., the x- and y-components of the moving speed of the vehicle coordinate system) are determined from the moving speed of the vehicle. Describe.

For this purpose, there are different possibilities that can be used singly or in combination as a function of the features of the vehicle and other necessary elements.

If the front wheel of the vehicle does not drive, it is preferable to use the following relationship for determining the drive longitudinal speed (symbol x) and the vehicle lateral velocity (symbol y).

v _x = 1/2 r _F (n _FL cos δ _L + n _FR cos δ _R )

v _y = 1/2 r _F (n _FL sin δ _L + n _FR sin δ _R )-ω _z l _F

v is the relative vehicle speed in the x- or y-direction, r _F is the radius of the front wheel, n is the associated wheel rotation speed (first symbol F means "front wheel", second symbol L means "left" Where the second symbol R stands for "right", δ is the steering angle of the associated wheel (symbol L stands for "left" and arc R stands for "right") l _F is x from the front axle of the vehicle It is the space of FIG. 6 of the measuring apparatus of-direction, and (omega) _z is a yaw rate of a chassis. The yaw rate of the undercarriage can be calculated, for example, from the following relationship.

ω _z = r _F / s _F (n _FL cos δ _L -n _FR cos δ _R )

s _F is the space described with reference to FIG. 6 of the two front wheels. Optionally, the yaw rate value is compared to the yaw rate value calculated by the rotation rate measuring device. If the difference between the two variables exceeds the limit, it is concluded that the wheel rotation speed cannot be used to calculate the vehicle speed at least temporarily. The reason is, for example, excessive slippage between the wheel and the surface below it. If no other means of determining vehicle speed is available, monitoring of the measured acceleration value is stopped. However, as an alternative to stop monitoring, slip compensation can be made to correct vehicle speed.

If an anti-lock braking system or other system is present and at least one attachment of the wheel is monitored, monitoring can be stopped. If such a system indicates an improper attachment or at least an attachment is likely to stop momentarily, in one embodiment the information obtained from the wheel rotation speed is not used for monitoring. Equally, the following possibilities apply to the determination of travel speed for non-driven rear wheels: However, if other information is available to determine the speed of travel, monitoring resumes. For example, the value for the movement speed can be determined from the wheel drive torque and the braking torque.

If the rear wheel of the vehicle is not driven, the following relationship determines the vehicle speed.

v _x = 1/2 r _R (n _RL + n _PR )

v _y  = ω _z l _R

r _R is the radius described with reference to FIG. 6 of the rear wheel, n is the associated wheel rotation speed (the first symbol R means "rear wheel", the second symbol L means "left" and the second symbol R means "right") ) And l _R is the space described with reference to FIG. 6 of the monitoring device 1 in the longitudinal direction from the rear axle of the vehicle. The measuring device is placed at the center of gravity of the vehicle. The value is calculated according to the following equation for the subsidiary yaw rate.

ω _z = r _R / s _R  (n _RL -n _BR )

On the other hand, the procedure is exactly the same as the movement speed determination described above.

Alternatively, other slip corrections are preferably performed on the single track model and the associated movement speed, especially if information about the drive torque and braking torque of the front wheel is available. In addition, yaw acceleration determined by performing time derivative of the yaw rate measured by the rotation rate measuring device is necessary for slip correction. Other filtering may be done to perform the derivative.

Another option for determining the vehicle speed is that no information about the rotational speed of the vehicle is used and the lateral acceleration of the vehicle is calculated according to the following equation.

v _y = v _x tan δ-ω _z l _f

δ is the average steering angle (in particular, the arithmetic mean of the right front wheel and the left front wheel), and ω _z is the yaw rate measured by the rotation rate measuring device. The longitudinal (x-direction) moving speed v _x obtained from another information source is used for this.

now. The actual longitudinal acceleration and the actual lateral acceleration of the vehicle are calculated from the longitudinal speed and the lateral velocity of the vehicle according to the following equation.

_x - ωzυ _y α _x =

_x -ωzυ _y

_y + ω _z υ _x α _y =

_y + ω _z υ _x

_x 및

_y 는 x-방향 및 y-방향에서의 각각의 이동 속도이다. 시간 미분을 위해, 다른 필터링이 수행된다. 특히, 이러한 관계식에서 회전률 측정 장치의 필터링된 측정 신호가 차대 편주율을 위해 사용된다.

_x and

_y is the respective velocity of travel in the x- and y-directions. For time differential, another filtering is performed. In particular, in this relationship the filtered measurement signal of the turnover measuring device is used for the undercarriage yaw rate.

For the actual longitudinal acceleration and the actual lateral acceleration determined therefrom, the instantaneous roll angle and the instantaneous pitch angle are obtained for the efficient longitudinal acceleration α ^(R) _x and the efficient lateral acceleration α ^(R) _y Can be used.

α ^(R) _x = α _x -g sin θ

α ^(R) _y = α _y + g sin φ cos θ

The comparison value is compared with the filtered signal of the longitudinal acceleration and the lateral acceleration (x-direction and y-direction) measured by the acceleration measuring device. Appropriate action is taken if the absolute value of the difference between the comparison value and the measured value does not exceed a certain limit value in at least one of the two directions. In particular, the value of the error counter is increased, and the amount of increasing value is optionally dependent on the inclination and longitudinal speed of the vehicle and / or other variables. If no error occurs for a certain amount of time (i.e. if it does not exceed a certain threshold), the value of the error counter is reduced by a certain amount. At the same time the error count value cannot be lower than zero. If the threshold is reached or exceeded, an error is considered present, in particular the threshold may depend on the particular driving condition and / or on the variables specifying the driving condition.

In order to monitor the acceleration measured on the z-side by the acceleration measuring device, the following procedure is proposed: A variable without comparison of measured values or a variable comparison therefrom is at least in the z-direction of the vehicle coordinate system between the undercarriage and the vehicle body. This is done using one relative position. The relative position is particularly preferably measured using at least one ride height sensor.

In a particular embodiment, the transport heights (described above) of all four wheels of the vehicle are used for this purpose.

First, the variable z _M is calculated according to the following equation.

z _M  = 1/2 [p (h _FL  + h _FR ) + (1-p) (h _RL  + h _RR )]

(First) The variable z _M shows the weighted average of the transport height h (two subscripts are understood to be the same as for the wheel turnover), where p is a parameter specially selected for a particular vehicle or vehicle type. The variable is now double differentiated by time, and optionally filtered at the same time. In addition, the second variable α _M is calculated according to the following equation.

_M α _M = -Ω ² z _M - Γ

_M

Ω ² and Γ are variables specially selected depending on the vehicle or vehicle type. The second derivative of the first variable z _M and the second variable α _M is compared with the following comparison variables calculated from the z-direction acceleration (of the vehicle coordinate system) measured by the measuring device.

α ^(R) _z = α _z + g cos φ cos θ

α ^(R) _z is the actual acceleration and the measured acceleration α _z is the efficient acceleration.

It is further possible to use acceleration measured in the x- and y-directions to monitor the acceleration measured in the z-direction by the acceleration monitoring device. Ignoring the z-component of the vehicle speed vector, the following relationship is achieved.

_x +υ _y ω _z ) ² - (α _y -

_y +υ _x ω _z ) ² _{(α z -υ y ω z +} υ x ω y) 2 = g 2 - (α x -

^{_{x + υ y ω z) 2}} - (α y -

_y + υ _x ω _z ) ²

α _x, α _y, α _z are the measured efficient accelerations, and ω _z, ω _y, ω _z are rolls, pitch, and yaw rate. The vehicle longitudinal speed supplied in this way is determined in the manner described above. The vehicle lateral speed ν _y can be determined, for example, in the manner described above. In particular, information on the rotational speed of the non-driven wheels can be used. Alternatively or in addition, the vehicle lateral speed can already be determined in the manner described above, and the average steering angle and yaw rate measured by the turnover measuring device are used for example to add to the vehicle longitudinal speed.

In particular time and limit values are determined for comparison. If the absolute value of the calculated efficient acceleration α _z is greater than the limit and if the absolute value of the second derivative of the variable z _M or the absolute value of the second variable α _M is greater than the limit, then an error is considered to exist ( For example, the value of the rare counter is increased by one).

According to another positivity, the speed of movement of the vehicle is determined from the measured values of the measuring device. This approach is particularly desirable if all the wheels of the vehicle are driven and / or especially if the speed of travel cannot be reliably determined from the rotational speed of the non-driven wheels under driving conditions (eg when the vehicle is skid). . This situation can be detected, for example, especially when a large difference occurs between the filtered sensor signals for longitudinal acceleration and lateral acceleration and the filtered sensor signals for the aforementioned reference values.

The moving speed component υ _x in the x-direction and the moving speed component υ _y in the y-direction can be determined by the following formula system.

_x = α _x + ω _z υ _y

_x = α _x + ω _z υ _y

_y = α _{y -} ω _z υ _x

_y = α _{y -} ω _z υ _x

The accelerations in the x- and y-directions, respectively, α _x and α _y and yaw rate ω _z are in particular parameters measured by the measuring device. The absolute value of the moving speed can be calculated from the moving speed component. In addition, the sine of the moving speed can be determined by the sine information obtained from the measured variable. In particular, this approach can be used instantaneously to determine the speed of movement. In this case the integration preferably starts at a time such that the driving conditions are still determined on the basis of other means of movement speed, for example wheel turnover. This movement speed can be used as the initial value for integration.

Alternatively the vehicle speed and vehicle orientation can be determined simultaneously by a suitable Kalman filter, in which the x- and y-components of the vehicle's vector and the roll and pitch angles are supplied. In addition, three acceleration components, in particular four wheel rotational speeds and steering angles (particularly steering wheel angles), are supplied to the Kalman filter as measured parameters. In particular, a continuous evaluation of the wheel rotation speed is made, which is used as an influential feedback of the filter's parameters.

Claims (23)

In the arrangement for monitoring the measuring device 1 arranged in the wheel vehicle 20, the arrangement is As the measuring device 1, the measuring device 1 measures three linear accelerations of the components of the rotational movement around the axis of the wheel vehicle 20 and three linear accelerations perpendicular to each other. Measuring device 1, which is designed to be perpendicular to one another, A bearing determination device 7 designed to determine a bearing of the wheel vehicle 20 from three revolutions in a coordinate system outside the vehicle, and A monitoring device 9 designed to use the output variable of the orientation determination device 7 and to monitor one or more of the linear accelerations measured using the comparison variable, Arrangement for measuring device in wheel vehicle. The method of claim 1, The arrangement comprises a movement speed determination device 11 for determining the movement speed of the wheel vehicle 20, which is connected to the monitoring device 9, the monitoring device 9 using the movement speed. Designed to determine comparison variables, Arrangement for measuring device in wheel vehicle. The method of claim 2, The movement speed determination device 11 is designed to determine the movement speed by using a variable measured by the rotational speed of the wheel of the wheel vehicle. Arrangement for measuring device in wheel vehicle. The method of claim 2 or 3, The moving speed determining device 11 is connected to the steering angle determining device 15 to determine the steering angle of the one or more steerable wheels 21, 22 of the wheel vehicle 20, The movement speed determination device 11 is designed to determine the movement speed using the steering angle, Arrangement for measuring device in wheel vehicle. The method according to any one of claims 2 to 4, The moving speed determining device 11 is connected to the measuring device 1 and designed to determine the moving speed using at least one of the three rotation rates, Arrangement for measuring device in wheel vehicle. The method according to any one of claims 1 to 5, The measuring device 1 has acceleration sensors 31, 32, 33 to measure the three linear accelerations, and rotation rate sensors 41, 42, 43 to measure the three rotation rates, The acceleration sensors 31, 32, 33 and the turnover sensors 41, 42, 43 are part of a pre-assembled structural unit 1 designed to be mounted in a wheeled vehicle, Arrangement for measuring device in wheel vehicle. The method according to any one of claims 1 to 6, The measuring device 1 is designed such that the three linear accelerations are measured as measured three variables that are independent of each other linearly, Arrangement for measuring device in wheel vehicle. The method according to any one of claims 1 to 7, The measuring device 1 is designed such that the three axes act in pairs perpendicular to each other, Arrangement for measuring device in wheel vehicle. The method according to any one of claims 1 to 8, The monitoring device 9 is designed to use azimuth and to perform monitoring using comparative acceleration, and to determine the comparative acceleration without using the linear acceleration to be monitored measured by the measuring device, Arrangement for measuring device in wheel vehicle. The method according to any one of claims 1 to 9, The monitoring device 9 determines the comparative variable relative to the chassis 21, 22, 23, 24 using the position of the vehicle body 25 on which the measuring device 1 is or will be mounted. Designed to Arrangement for measuring device in wheel vehicle. The method according to any one of claims 1 to 10, The azimuth determination device 7 is designed to detect a stationary state of the wheel vehicle 20, in which the azimuth is determined in particular in the future using one or more of the linear accelerations measured by the measuring device 1. Designed to determine the value of Arrangement for measuring device in wheel vehicle. The method according to any one of claims 1 to 11, The azimuth determination device 7 is designed to detect the straight movement of the wheel vehicle 20 on a horizontal plane, in particular in the future using one or more of the linear accelerations measured by the measuring device 1 under such movement conditions. Designed to determine the value to determine the orientation to, Arrangement for measuring device in wheel vehicle. As a method of monitoring the measuring device 1 disposed in the wheel vehicle 20, The measuring device is designed such that the measuring device 1 measures the three rotation rates of the components of the three linear accelerations of the wheeled vehicle 20 perpendicular to each other and of the rotational movement around the axis of the wheeled vehicle 20. The three axes are perpendicular to each other, At least components of the azimuth of the wheeled vehicle 20 are determined from the three rotation rates in a coordinate system outside the vehicle, At least one monitoring of the measured linear acceleration is made using at least components of said orientation and using a comparison variable, A method of monitoring a measuring device in a wheeled vehicle. The method of claim 13, The movement speed of the wheel vehicle 20 is determined and the comparison variable is determined to be allowed for the movement speed, A method of monitoring a measuring device in a wheeled vehicle. The method of claim 14, The movement speed is determined using a variable specifying the speed of conversion of the wheels of the wheel vehicle 20, A method of monitoring a measuring device in a wheeled vehicle. The method according to claim 14 or 15, The movement speed is determined using the steering angles of the one or more steerable wheels 21, 22 of the wheel vehicle 20, A method of monitoring a measuring device in a wheeled vehicle. The method according to any one of claims 14 to 16, The moving speed is determined using one or more of the three rotation rates measured by the measuring device, A method of monitoring a measuring device in a wheeled vehicle. The method according to any one of claims 13 to 17, Wherein the three linear accelerations are measured as mutually independent measured three variables, A method of monitoring a measuring device in a wheeled vehicle. The method according to any one of claims 13 to 18, Wherein the three rotation rates are each measured as the rotation rate around the perimeter of one of the three axes acting as a pair perpendicular to each other, A method of monitoring a measuring device in a wheeled vehicle. The method according to any one of claims 13 to 19, One or more of the orientation and the comparison acceleration components are used for monitoring, wherein the comparison acceleration is determined without the linear acceleration to be monitored, A method of monitoring a measuring device in a wheeled vehicle. The method according to any one of claims 13 to 20, The comparison variable is determined relative to the chassis 21, 22, 23, 24 using the position of the vehicle body 25 on which the measuring device 1 is or will be mounted, A method of monitoring a measuring device in a wheeled vehicle. The method according to any one of claims 13 to 21, A stationary state of the wheeled vehicle 20 is detected to determine an orientation during the stationary state, where a value is determined to determine the orientation in particular in the future using one or more of the measured linear accelerations, A method of monitoring a measuring device in a wheeled vehicle. The method according to any one of claims 13 to 22, A straight movement of the wheel vehicle 20 is detected to determine a bearing under such driving conditions, the value being determined in particular for determining a bearing in the future using one or more of the measured linear accelerations, A method of monitoring a measuring device in a wheeled vehicle.

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